Device for the mounting of engines



March 1%, 1937.

E. P. RENAUX E1 AL 2,073,976

DEVICE FOR THE MOUNTING OF ENGINES Filed June 22, 193:5 4 Sheets-Sheet 1 Z. 7 Rena u x;

Panama March 16, 1937. E. P. RENAUX ET L r 2,373,976

DEVICE FOR THE MOUNTING OF ENGINES Filed Jun e 22. 1933 4 Sheets-Sheet 2 MX L Ren x TOBS U RENAUX ET AL DEVICE FOR THE MOUNTING OF ENGINES Filed June 22, 1955 4 Sheets-Sheet 3 g. P Rnaw L- a- R a x INVeNT' R March 1937- E. P. RENAUX ET AL DEVIGJE FOR THE MOUNTING OF ENGQIENES Fild June 22, 1933 4 Sheets-Sheet 4 z. T. Reflu Rena (4 4 Patented Mar. 16, 1937 UNITED STATES PATENT OFFICE 2,073,976 DEVICE FOR THE MOUNTING F ENGINES Eugene Prosper Renaux Paris, and Lucien Jules Renaux, Iivry-Gargan, France Application June 22, 1933, Serial No. 677,158. In France July 5, 1932 4 roams. (01. 248-) which produce considerable vibrations when the engine and propeller group operates in an irregular manner.

The present invention relates to an improved device for mounting an engine upon its support,

which may be for instance the fixed frame of a testing bench, or the chassis of a land or sea vehicle orfor mounting an engine and propeller group upon the structure of an aeroplane.

The said mounting device is chiefly characterized by the fact that it consists of one or more pneumatic rings which. are interposed between the engine and its support, or between the engine and propeller group of an aeroplane and the structure of this latter.

V In the accompanying drawings, which are given solely by way of example:

Fig. 1 is an end view of the engine and pro-- peller group of an aeroplane, which is secured to the structure of the latter by means of two devices in conformitySto the invention, whose planes are substantially perpendicular to-the' engine shaft.

Fig. 2 is a corresponding side view, with parts ,broken away.

Fig. 3 is an analogous front view in the case of an engine ofthe radial type.

Fig. 4 is a corresponding side view.

Fig. 5 is an end view of an engine secured to the structure of an aeroplane by means of four devices according to the invention.

Fig. 6 is a corresponding side view.

Fig- 7 is a section'on a larger scale of one of the mounting devices in conformity to the invention. a

Fig; 8 is a 'sectional view of a modificationcomprising a pair of elastic rings. 0 Fig. 9 is a like view of another modification. Fig. 10 is a front view of a mounting device according to the invention, provided with safety parts: 50 Fig. 11 is a corresponding sideview, with partial section on the line llll of Fig. 10.-

Fig.- 12 is a front view, with parts broken away and on a larger sca1e,.of one of the groups of safety devices. V 55 Fig. 13 is a corresponding partial plan view.

said ring, in case the latter should collapse.

Fig.1! is a section on the line M-H of Fig. 13. 1

Fig. 15 is a diagrammatic view showing a modified safety device.

Fig. 16 is a side view of an engine and pro- 5 peller group of an aeroplane which is mounted on the structure of the latter by means of two lateral pneumatic rings whose planes are substantially parallel to the engine shaft.

* Fig. 17 is a corresponding plan view, with parts 10 broken away.

Fig. 18 is an end view with parts broken away, the engine being supposed to beremoved.

Figs. 19 and. 20 represent a modification.

Fig. 21 is a partial radial section of, a pneu- 15 matic ring with its securing device, this combination being provided with a safety system adapted to prevent the separation of the two.

hoop-shaped members which are connected by 2 20 Fig. 22 is a like section, after the collapsing of the ring.

Figs. 1 and 2 show the method of mounting of an aviation engine with cylinders in line,

in conformity to the invention. At each end of 5 the engine I, an internal rimv 2 is secured to the engine crank-case, and is adapted to receive a flexible chamber 3. An outer rim t made, in one or more pieces and secured to the structure of the aeroplane, surrounds the flexible chamber 30 '3. In the interior of the chamber 3 is an inner tube 6, inflated with air according to requirements,

which affords a connection between the parts and; 4, and this connection will be more rigid according as the pressure is greater. 35

- Figs. 3 and 4 show the mounting of an engine of the radial type, by the same method.

The outer rim 4'is secured to the structure of the aeroplane, and the inner rim 2 is secured to the engine. 40

In the construction shown in Figs. 5 and 6, the engine is secured at several points. The engine and the structure upon which it is mounted afe separated from one another by four pneumatic devices, each comprising an outer rim Lsecured to the structure 5 of the aeroplane, an inner rim 2 secured to the engine I, and a flexible chamber 3 by which they are connected together.

In all these arrangements, the outer rim may be made of a singlepiece, or-preferably of two pieces which are connected together by bolts I and nuts 1 (Figs. 1 to 4) and this division into several parts facilitates the mounting.-

To provide for leakage from the chamber 3, .55

due to a loss of pressure, a safety connection between the inner rim 2 and the outer rim 4 may be assured for instance as shown in Fig. 7. A bolt 8 connects the. chamber 3 with the outer rim This arrangement can be replaced, as shown in Fig 8, by a suitable rib 8'- which pertains to the chamber 3 and is bolted between the cheeks 4 and 4' forming the outer rim.

The inner rim 2 (Fig. 7) comprises a ring 9 which is bolted to the rim and is also secured to the beaded edge of the flexible casing by a safety bolt ,lll.

Fig. 9 shows an arrangement in which the flexible chamber consists of two cheeks 3 and 3', secured by bolts Ill and II, respectively between the two members 4 and 4' of the outer rim, and between the two members 2 and 2' of the inner rim. A

, Fig. 8 shows a double pneumatic connection, in which the outer. rims J and J' are secured respectively to the engine and to the aeroplane structure. They are connected together by a double inner rim 2. In this iigure, the chambers 3 are secured to the rims by the means above described.

Obviously, the number-of coupled rings is not limited to two. The several coupled rings may be placed side by side and in the parallel position, or may have the concentric position.

The rims may have the inverted position, thus securing the rim 2 to the structure and the rim 4 to the engine, without prejudice to the operating of the system.

Figs, 1, 2, 5 and 6 show that the system is suitable for motor vehicles.

Obviously, in the case of an engine and propeller group, the chamber or chambers 3 will transmit the eifort of traction.

Each of the connecting devices, or certain of these latter, will be preferably provided with safety devices adapted to limit the stresses supported by the chamber 2 either in its plane, under the action of the driving torque, or outsideof its plane under the action of the eifort of traction or of the gyrostatic couple.

In the form of construction shown in Figs. 10 to 14, the inner rim 2 comprises a certain number of radial arms I2. At the end of each arm is mounted a spindle l4, upon which two forks |5-|5' are slidable, the forks being pressed against the arm |2 by a spring I6 (Figs. 13 and 14); friction washers II are mounted between the diiferent members.

The forks |5|5' form the ends of respective rods ll-ll' which are slidable in lugs IS-IS' pertaining to the outer ring 4. Nuts 20-20 are screwed on the threaded ends of the rods ll-ll', and limit the motion of said rods in thedirection of the arrows f and 1', respectively, under the action of springs 2|2|' whereof one end is in contact with the lugs |9|5' and the other end with the forks |I-|i'.

The operation is as follows: Under the eifecb of the variations of the driving torque, the rim 2 is displaced, in its own plane, with reference to the rim 4, by oscillation about the axis XX. The oscillation is supposed to take place in the direction of the arrow 1 (Figs. '10 and 12). The arm l2 moves the spindle l4, which latter bears against the inner end of the fork l5 and moves it in the direction contrary to the arrow 1, while compressing the spring 2|. If the oscillation has but a small amplitude, it will be taken up by the chamber 3 and the reaction spring 2|. Should it be quite considerable, due to great variations in the driving torque, when the spring 2| is entirely compressed, a direct connection is formed between the rims 2 and 4 by means of the arm i2, the fork 5, the spring 2| and the lug 9. During the whole movement of the fork l5 and rod II,

the fork I5 and the rod l8 have not moved,

as the nut 20' is in contact with the lug l8.

-During the return movement to the middle position, the fork l5 accompanies the spindle |4 under the action of the spring 2|, until the nut 20 again makes contact with the lug 59.

During the oscillations of the lugs l2 in the contrary direction to the arrow f, the operation is symmetrical to the preceding.

On the other hand, under the eifect of a traction stress or of a gyrostatic couple, the middle plane of the rim 2 tends to become separated from the middle plane of the rim 4, either by a straight movement (under traction stress) or by a movement of oscillation (in the case of a gyrostatic couple).

During these movementathe lug l2 draws upon the spindle H in the direction .of the arrow f (Figs. 13 and 14), or on the contrary, it presses upon the forks l5 and IS, in the contrary direction to the arrow 1'. In either case, the spring I6 'is compressed. 7 'As long as the spring I6 is not entirely compressed, the chamber 3 and the spring It will transmit the stress exerted upon the rim 2 to the rim 4. In the case of excessive stresses corresponding to considerable movements of the rim 2 with reference to the rim 4, the spring It will be entirely compressed, and a direct connection between the rims 2 and 4 is obtained by the arm l2, the spindle l4 and the forks lS-ll'.

Fig. 15 shows a simpler form of construction, in which the ends of the arm I2 is simply mounted between the heads 22-22' of the rods |8-l8'. This arrangement can chiefly be used on the testing bench in order to measure the driving torque.

Figs. I6, It and II show the method of mounting an aviation engine of the radial cylinder type, according to the invention, with two pneumatic rings whose planes are substantially parallel to the engine shaft. In the rear of the engine I, a ring-shaped member 3| is secured to an annular flange 30; said member consists preferably of several parts, and is provided with two metallic cheeks 32 and 32, with; which are integrally formed, by casting or otherwise, two rims 2 and 2'. The axes XY and YZ of said rims are for instance horizontal. They may be in line with one another, or they may cross each other by forming an angle. In the first case, they are perpendicular or normal to the longitudinal axis U-U of the engine; in the second case, they are oblique to the said axis, and the angles :0 and. 11 (Fig. 17) are optionally equal and may have any value. i Y

Each of the rims 2 and 2 are provided with a pneumatic ring which may consist of a flexible chamber 3 of india rubber or of canvas treated with india rubber. The saidchamber I is surrounded by an outer metallic ring consisting of two parts 4 and 4' which are connected together by bolts 1 and are secured to the structure of the aeroplane.

Intheinteriorofthechamberlisaninner tube 6. properly inflated, which makes a suitable connection between the respective members 22 and 4-4. This connection will be more rigid according as the pressure ishigher, in the case of a pneumatic .device with variable pressure.

Figs. 19 and 20 represent amodification in which the connection between the engine I and the structure of the aeroplane is assured by two lateral pneumatic rings 2 and 2, an upper ring 2 and a lower ring 2. 2

In all the mounting devices above described and due to the said pneumatic devices, the rims 2 and 4 may assume relative movements, firstly movements of oscillation about their common axis under the action of variations of the driving torque, and secondly, movements of oscillation outside of their middle plane, for instance under the efiect of the gyrostatic couple, due I f to variations in the direction of the propeller group.

The connection in conformity to the invention engine and evenprovides for great oscillations, which may be caused for instance by an improper working of the engine group and particularly when the pneumatic rings are mounted as shown in Figs. 16 to 20. It is known, in fact, that pneumatic rings have a very reduced'flexibility or yieldin effect in a tangential direction or perpendicularly to their diameter and on the-contrary an eflicient flexibility in a diametrical direction, for

in said latter direction, they may give way to the most various deformations according to the difi'erent efforts to which they are subjected.

It is for this reason that a plurality of pneumatic ,rings laterally disposed with relation to the engine shaft are adapted to support the engine shaft-with much more flexibility than the pneumatic rings surrounding the engine shaft and situated in a plane'which is perpendicular to said shaft, for under the gyrostatic efiorts of the propeller, the pneumatic rings disposed" as shown in Figs. 16 to 20 are adapted to work more eiflcientlyand avoid the propeller shaft to be too considerably brought out 01' line with relation to the engine support or to the structure of the aeroplane.

In all these devices, in the, case of a collapsing of the chamber 3 due to a loss of pressure, a safety connection between the inner rim 2 and the outer rim 4 may be assured lby any suitable means, such as studs 33,1each of which is located in a bore'3l in acylindrical part 35 of the rim 2 (Figs; 21 and 22). Each stud 33 is urged radially to theexterior by a spring 36 (Figs. Ziand 22) in contact with a plug 31.

Each stud 33 is held back,against the action of a Spring 36, by a catch 38 which is laterally applied against the pneumatic chamber 3. When the said chamber is inflated, the catch is maintained in place and the stud 33 is locked in the withdrawn position,- as' shown-in Fig. 21. When the chamber collapses, thestud 33, under the actiono! the spring, drives back the catch 38 (Fig. 22) The stud is thus released and enters a recess 39 in the outer rim 4, which is thus connected with the rim 2, and especially if a certain number of such studs are uniformly distributed around the rim 2.

Obviously, the invention is not limited to the forms of construction herein described and represented, which are given solely by way of example. The pneumatic chambers 3 provided with inner tubes and operating at variable pressure may be replaced byany other pneumatic chambers with or without inner tubes, and chiefly by a pneumatic chamber operating at at- 75 mospheric pressure, without inner tube or valve,

lapsed.

adapted, thus securing the engine to the outer rims 4, and the lower rims to the frame.

On the other hand, as concerns the connections between the engine and the controlling devices, which are situated at a distance, and for example within reach of the pilot, such connections may be made either in the usual manner by means 'of flexible parts enabling relative movements, or by providing the cheeks supporting the engine with extensionsor appendages,

leading to the pilot's place and directly carrying the controlling devices, which are thus not subject to the relative displacements of the engine and the frame.

Having now described our invention what we claim as new and desire to secure by Letters Patent is: 1. In a device for the mounting of an engine upon its support, at least one pair of cheeks secured on the engine and forming a sort of fork, an inner rim and an outer rim disposed concentrically to each other and secured respective- 1y on each or said cheeks and on said support, and a pneumatic ring interposedbetween each concentric group of an inner rim and an outer run.

upon its support, two pairs of cheeks secured on the engine laterally with relation to the enouter rim disposed concentrically to each other and secured respectively on said engine and on said support, one of said rims having a recess, a spring actuated stud carried on the other rim and adapted to be engaged into said recess and to be withdrawn out of said recess, a pneumatic ring interposed between said'inner rim and said outer and adapted to be inflated with a gaseous medium and to pressin this inflated state on said inner and outer rims, and a 4 retaining means carried and controlled by said pneumatic ring adapted to hold said stud invthe withdrawn position when said ring is inflated and to release said stud when said ring is col- 4. In, a device for the mounting of an engine upon its support, a pair of cheeks secured on the engine and ,forming a sort of fork,'an inner rim and an outer rim disposed concentrically-to each other and secured respectively on each of said cheeks and on said support, a pneumatic ring interposed between each concentric group of an inner rim andv an outer rim, whereby said engine and said support are adapted to be oscillated with relation to each other as well about the central axis of said rims as about avdiameter ofsaid rims, and for each group of concentric inner and outer rims an arm secured on said inner rim, an axle extending through said arm and provided with shoulders at its ends, on each 2. In a device for the mounting of an engine side of said axle and in the peripheral direction a stop member secured on said outer rim, on each side of said axle a push-piece extending through said corresponding stop members and.

provided with a forked end engaging said axle, on each push-piece a spring bearing at one end on the corresponding stop piece and at the other end on said push-piece so as to urge said push-piece towards said axle, and spring means on said axle urging the forked ends of said push-pieces towards one end of said axle.

5. In a'device for the mounting of an engine upon its support, a pair of cheeks secured on the engine and forming a sort of fork, an inner rim and an outer rim disposed concentrically to each other and secured respectively on each of said cheeks and on said support, a pneumatic ring interposed between each concentric group of an inner rim and an outer rim, whereby said engine and said support are adapted to be oscillated with relation to each other as well about the central axis of said rims as about a diameter of said rims, controlling devices situated at a distance from said engine, and appendages extending from said cheeks and on which said controlling devices are adapted to be secured.

6. In a device according to claim 1, the further feature consisting in that the rims and the pneumatic ring are situated in a plane obliquely disposed with relation to the engine shaft.

7. In an engine mounting for a radial engine, a supporting member and a supported member and an annular pneumatic tube interposed between said members for floatinglysuspending the weight of the supported member upon the supporting member and for cushioning torque reactions and vibrations inherent in said engine, said members being provided with concentrically disposed annular clamping portions, having oppositely facing concave seats, one of said clamping portions frictionally engaging the inner circumference of said pneumatic tube, the other clamping portion engaging the outer circumference of said tube to prevent lateral displacement of said engine relative to said supporting member and auxiliary means common to said supporting and supported members for yieldably retaining said members in coupled relation upon deflation of said pneumatic tube.

EUGENE PROSPEB. RENAUX. 25

LUCIEN JUL-ES RENAUX. 

